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conditions stated in 14 CFR Section 91.175 exist.
(3) Where two or more systems, such as
LPV and LNAV/VNAV, share the same minima, each
line of minima will be displayed separately.
7. Chart Symbology changed slightly to
include:
(a) Descent Profile. The published descent
profile and a graphical depiction of the vertical path
to the runway will be shown. Graphical depiction of
the RNAV vertical guidance will differ from the
traditional depiction of an ILS glide slope (feather)
through the use of a shorter vertical track beginning
at the decision altitude.
(1) It is FAA policy to design IAPs with
minimum altitudes established at fixes/waypoints to
achieve optimum stabilized (constant rate) descents
within each procedure segment. This design can
enhance the safety of the operations and contribute
toward reduction in the occurrence of controlled
flight into terrain (CFIT) accidents. Additionally, the
National Transportation Safety Board (NTSB)
recently emphasized that pilots could benefit from
publication of the appropriate IAP descent angle for
a stabilized descent on final approach. The RNAV
IAP format includes the descent angle to the
hundredth of a degree; e.g., 3.00 degrees. The angle
will be provided in the graphically depicted descent
profile.
(2) The stabilized approach may be
performed by reference to vertical navigation
information provided by WAAS or LNAV/VNAV
systems; or for LNAV−only systems, by the pilot
determining the appropriate aircraft
attitude/groundspeed combination to attain a
constant rate descent which best emulates the
published angle. To aid the pilot, U.S. Government
Terminal Procedures Publication charts publish an
expanded Rate of Descent Table on the inside of the
back hard cover for use in planning and executing
precision descents under known or approximate
groundspeed conditions.
(b) Visual Descent Point (VDP). A VDP
will be published on most RNAV IAPs. VDPs apply
only to aircraft utilizing LP or LNAV minima, not
LPV or LNAV/VNAV minimums.
(c) Missed Approach Symbology. In order
to make missed approach guidance more readily
understood, a method has been developed to display
missed approach guidance in the profile view through
the use of quick reference icons. Due to limited space
in the profile area, only four or fewer icons can be
shown. However, the icons may not provide
representation of the entire missed approach
procedure. The entire set of textual missed approach
instructions are provided at the top of the approach
chart in the pilot briefing. (See FIG 5−4−9).
(d) Waypoints. All RNAV or GPS
stand−alone IAPs are flown using data pertaining to
the particular IAP obtained from an onboard
database, including the sequence of all WPs used for
the approach and missed approach, except that step
down waypoints may not be included in some
TSO−C129 receiver databases. Included in the
database, in most receivers, is coding that informs the
navigation system of which WPs are fly−over (FO) or
fly−by (FB). The navigation system may provide
guidance appropriately − including leading the turn
prior to a fly−by WP; or causing overflight of a
fly−over WP. Where the navigation system does not
provide such guidance, the pilot must accomplish the
turn lead or waypoint overflight manually. Chart
symbology for the FB WP provides pilot awareness
A71I1M0.65R CHG 2 37//1315//078
2/14/Arrival Procedures 5−4−23
of expected actions. Refer to the legend of the U.S.
Terminal Procedures books.
(e) TAAs are described in paragraph 5−4−5d,
Terminal Arrival Area (TAA). When published, the
RNAV chart depicts the TAA areas through the use of
“icons” representing each TAA area associated with
the RNAV procedure (See FIG 5−4−9). These icons
are depicted in the plan view of the approach chart,
generally arranged on the chart in accordance with
their position relative to the aircraft’s arrival from the
en route structure. The WP, to which navigation is
appropriate and expected within each specific TAA
area, will be named and depicted on the associated
TAA icon. Each depicted named WP is the IAF for
arrivals from within that area. TAAs may not be used
on all RNAV procedures because of airspace
congestion or other reasons.
(f) Hot and Cold Temperature Limitations.
A minimum and maximum temperature limitation
is published on procedures which authorize
Baro−VNAV operation. These temperatures
　
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